U.S. patent application number 13/663957 was filed with the patent office on 2013-03-21 for rim liner.
The applicant listed for this patent is Peter Gilbert, Radu Repanovici, Scott Wellman. Invention is credited to Peter Gilbert, Radu Repanovici, Scott Wellman.
Application Number | 20130069421 13/663957 |
Document ID | / |
Family ID | 47879991 |
Filed Date | 2013-03-21 |
United States Patent
Application |
20130069421 |
Kind Code |
A1 |
Gilbert; Peter ; et
al. |
March 21, 2013 |
RIM LINER
Abstract
A rim assembly for receiving a tire includes a rim having an
outer ring-shaped member defining an outer surface, and a rim liner
having a ring-shaped body formed to generally match the contours of
the outer surface of the rim. The rim liner is positioned within a
recess formed in at least a portion of the outer surface of the rim
so as to maintain an intended industry standard sizing for rims and
tires.
Inventors: |
Gilbert; Peter;
(Collingwood, CA) ; Repanovici; Radu;
(Mississauga, CA) ; Wellman; Scott; (Plymouth,
MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Gilbert; Peter
Repanovici; Radu
Wellman; Scott |
Collingwood
Mississauga
Plymouth |
MI |
CA
CA
US |
|
|
Family ID: |
47879991 |
Appl. No.: |
13/663957 |
Filed: |
October 30, 2012 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
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13619494 |
Sep 14, 2012 |
|
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13663957 |
|
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|
61535132 |
Sep 15, 2011 |
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Current U.S.
Class: |
301/95.102 ;
301/95.101 |
Current CPC
Class: |
B60B 2310/616 20130101;
B60B 2900/5116 20130101; B60B 2310/318 20130101; B60B 2310/321
20130101; B60B 21/12 20130101; B60B 2310/204 20130101; B60B
2360/322 20130101 |
Class at
Publication: |
301/95.102 ;
301/95.101 |
International
Class: |
B60B 21/12 20060101
B60B021/12 |
Claims
1. A rim assembly for receiving a tire, comprising: a rim having an
outer ring-shaped member defining an outer surface; and a rim liner
having a ring-shaped body formed to generally match the contours of
said outer surface of said rim, wherein said rim liner is
positioned within a recess formed in at least a portion of said
outer surface of said rim so as to maintain an intended industry
standard sizing for rims and tires.
2. The rim assembly according to claim 1, wherein said rim liner is
manufactured of a low permeation material.
3. The rim assembly according to claim 2, wherein said low
permeation material is a thermoplastic polyester elastomeric-based
material.
4. The rim assembly according to claim 3, wherein said
thermoplastic polyester elastomeric-based material is
Hytrel.TM..
5. The rim assembly according to claim 1, wherein said recess is
provided substantially across said outer ring-shaped member.
6. The rim assembly according to claim 1, wherein said recess is
limited to the regions defining the tire bead/rim interface.
7. The rim assembly according to claim 1, wherein said recess is
provided with a depth that matches the thickness of the rim liner
being used.
8. The rim assembly according to claim 1, wherein said rim liner is
provided with a thickness in the range of 0.5 mm to 1.5 mm, and
wherein said recess is dimensioned with a depth in the range of 0.5
mm to 1.5 mm.
9. The rim assembly according to claim 1, wherein said rim liner is
applied to said rim by way of spray application.
10. The rim assembly according to claim 1, wherein said rim liner
is applied to said rim by way of over-molding.
11. A rim liner for placement between a tire and a rim of an
automotive wheel assembly, the rim liner comprising: a ring-shaped
body formed to generally match the contours of an outer surface of
said rim, said ring-shaped body being configured to seat within a
recess provided in said rim, so as to maintain an intended industry
standard sizing for rims and tires.
12. The rim liner according to claim 11, wherein said rim liner is
manufactured of a low permeation material.
13. The rim liner according to claim 12, wherein said low
permeation material is a thermoplastic polyester elastomeric-based
material.
14. The rim liner according to claim 13, wherein said thermoplastic
polyester elastomeric-based material is Hytrel.TM..
15. The rim liner according to claim 11, wherein said rim liner is
provided with a thickness in the range of 0.5 mm to 1.5 mm.
Description
CROSS-REFERENCE TO RELATED APPLICATIONS
[0001] This application is a continuation-in-part of U.S. patent
application Ser. No. 13/619,494 filed Sep. 14, 2012, which claims
the benefit under 35 U.S.C. .sctn.119(e) of U.S. Provisional Patent
Application No. 61/535,132 filed Sep. 15, 2011, both of which are
hereby incorporated by reference in their entirety herein.
FIELD OF THE INVENTION
[0002] The present invention relates to ensuring a seal between a
tire and a rim, and in particular to a rim liner to be used with
the tire and rim to reduce air leakage in the region of the
bead-set and main body region of the rim.
BACKGROUND OF THE INVENTION
[0003] Automotive wheels are typically assemblies having a tire and
a rim, where the assembly is pressurized with air to a set pressure
rating, typically in the region of 30 to 40 psi. As a vehicle's
tires are the primary and in most cases the only contact surface
with the road, they are subject to harsh conditions.
[0004] Modern automotive rims, particularly alloy rims are subject
to a range of potentially degradative compounds during usage, for
example road salt. Prolonged exposure to these compounds can lead
to chemical attack, generally in the form of corrosion and/or
oxidation of the rims. Where chemical attack occurs at the tire
bead/rim interface, air leakage can occur, resulting in a loss of
tire pressure. Underinflation by as little as 6 psi can have
serious consequences, such as reduced tread life, reduced fuel
economy and in some instances tire failure.
[0005] Road conditions also have the potential to cause physical
damage to the rims. Where this damage occurs at or in proximity to
the tire bead/rim interface, the chances of air leakage are
increased. Once again, with underinflation of the tires, serious
consequences can arise.
[0006] There is clearly a need to address the tire bead/rim
interface, particularly with respect to providing additional
sealing function in the event of rim chemical attack and/or
physical damage.
SUMMARY OF THE INVENTION
[0007] According to an aspect of an embodiment, provided is a rim
assembly for receiving a tire. The assembly comprises a rim having
an outer ring-shaped member defining an outer surface, and a rim
liner having a ring-shaped body formed to generally match the
contours of the outer surface of the rim. The rim liner is
positioned within a recess formed in at least a portion of the
outer surface of the rim so as to maintain an intended industry
standard sizing for rims and tires.
[0008] According to a further aspect of an embodiment, provided is
a rim liner for placement between a tire and a rim of an automotive
wheel assembly. The rim liner comprises a ring-shaped body formed
to generally match the contours of an outer surface of the rim, the
ring-shaped body being configured to seat within a recess provided
in the rim, so as to maintain an intended industry standard sizing
for rims and tires.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] The foregoing and other features and advantages of the
invention will be apparent from the following description of the
invention as illustrated in the accompanying drawings. The
accompanying drawings, which are incorporated herein and form a
part of the specification, further serve to explain the principles
of the invention and to enable a person skilled in the pertinent
art to make and use the invention. The drawings are not to
scale.
[0010] FIG. 1 is a perspective view of a wheel having a tire and
rim.
[0011] FIG. 2 is a perspective view of a rim shown in
isolation.
[0012] FIG. 3 is a partial sectional view of the rim represented in
FIG. 2.
[0013] FIG. 4 is an exploded perspective view of the rim and a rim
liner configured for installation on the rim, according to an
embodiment of the invention.
[0014] FIG. 5 is a partial sectional view of the rim showing a
recess configured to receive the rim liner of FIG. 4.
[0015] FIGS. 6 and 7 are partial sectional views showing the rim
liner of FIG. 4 in position on the rim.
[0016] FIG. 8 is a partial section view of an alternate
installation of the rim liner on the rim.
[0017] FIG. 9 is a flow diagram detailing the steps of a first
exemplary spray-on application of the rim liner to a rim.
[0018] FIG. 10 is a flow diagram detailing the steps of a second
exemplary spray-on application of the rim liner to a rim.
[0019] FIG. 11 is a flow diagram detailing the steps of an
exemplary over-mold application of the rim liner to a rim.
DESCRIPTION OF PREFERRED EMBODIMENT
[0020] Specific embodiments of the present invention will now be
described with reference to the figures. The following detailed
description is merely exemplary in nature and is not intended to
limit the invention or the application and uses of the invention. A
person skilled in the relevant art will recognize that other
configurations and arrangements can be used without departing from
the scope of the invention. Although the description of the
embodiments hereof is in the context of automotive rims, the
invention may also be used in rim applications for other types of
wheeled vehicles and equipment, including split rim and run flat
applications. Furthermore, there is no intention to be bound by any
expressed or implied theory presented in the preceding technical
field, background, brief summary or the following detailed
description.
[0021] Presented in FIG. 1 is perspective view of a wheel 10, such
as for an automobile, where the wheel generally includes a tire 20
and a rim 22. While exemplified with respect to a wheel of an
automobile, the invention will work with the wheel of any type of
vehicle including but not limited to cars, trucks, heavy trucks,
buses, all-terrain vehicles, bicycles and aircraft.
[0022] Turning now to FIG. 2, rim 22 is configured to support tire
20. Rim 22 is generally made of a metal such as an aluminum alloy,
magnesium or steel. Rim 22 includes an outer ring-shaped member 24
connected to a central hub 26 through an intermediate connection
member 28. As shown, outer ring-shaped member 24, central hub 26
and intermediate connection member 28 are unitary, that is rim 22
is of one-piece construction. As will be appreciated, other rim
systems are possible where at least one of outer ring-shaped member
24, central hub 26 and intermediate connection member 28 are formed
as a separate component, and incorporated into the overall rim
assembly, for example as found with split rim or combinations of
run-flat geometries. While intermediate connection member 28 is
represented in a spoke-like configuration, that is with a series of
5 radially extending support vanes connecting hub 26 to outer
ring-shaped member 24, intermediate connection member 28 may be
provided in a range of styles as dictated by the design of rim 22,
where functionally, intermediate connection member 28 serves to
provide a secure connection between central hub 26 and outer
ring-shaped member 24.
[0023] Referring now to FIG. 3, outer ring-shaped member 26 of rim
22 includes a base 30, and a pair of flange members 32a/b. Flange
members 32a/b are generally disposed symmetrically with respect to
base 30 extending from both ends of base 30 in the radially outward
direction having regard to axis A of rim 22. Also formed into base
30 is a drop center 34 having angled surfaces 36a/b to facilitate
the mounting of tire 20 during the installation process. Rim 22 is
also configured to accommodate a valve stem (not shown) by
providing a valve stem hole or similar feature (also not shown) to
permit inflation of tire 20 mounted on rim 22.
[0024] Air leakage from the tire bead/rim interface can arise from
a number of reasons. In particular, leakage can arise from
physically damaged rims (e.g. dents, cracks, etc.) as well as from
rims having corrosion or oxidation along the bead-set. Corrosion
issues are of particular concern with alloy rims (e.g. aluminum
alloy) where galvanic corrosion or chemical attack arising from
environmental factors (e.g. asphalt, salt, etc) can be especially
problematic around the tire bead seat and across the main body of
the rim. Moisture introduced to the tire through the valve steam
during inflation can also initiate oxidation on the main body of
the rim causing slow propagation of air leak directly through the
rim.
[0025] To reduce the possibility of air leakage from the tire
bead/rim interface, and the main body of the rim in general, a
supplemental rim liner, such as that shown in FIG. 4 may be
utilized. Rim liner 38 is generally ring-shaped and designed to fit
on outer ring-shaped member 24 of rim 22. As such, at the tire
bead/rim interface, rim liner 38 provides an added barrier to
reduce the potential impacts of oxidation and/or physical rim
damage at the bead seal directly, or across the main body of the
rim.
[0026] Rim liner 38 may be formed of any suitable elastomeric,
polymeric or thermoplastic polyester elastomeric (TPE)-based
material having the desired performance characteristics, for
example low permeation. For installation purposes, it is useful for
rim liner 38 to be made of a material capable of being stretched
over one of flange members 32a/b, similar to standard tire
installation procedure. Suitable materials include, but are not
limited to thermoplastic polyester elastomers (e.g. Hytrel.TM.)
particularly those having low permeation characteristics, but as
will be appreciated, other materials having the required
performance characteristics may also be implemented.
[0027] For motor vehicles, there are standards, for example the
Federal Motor Vehicle Safety Standard which defines requirements
for a variety of factors, such as tire dimensions, high speed
performance, endurance, low inflation pressure performance, tire
strength, and bead unseating resistance. Tire/rim sizing can have a
major influence on these factors; consequently, tire/rim sizing is
very specific in order to achieve a proper seal therebetween.
Tolerances are such that minor variances in rim and/or tire
diameter can impact whether or not a proper and sustainable seal is
established. As such, and as shown in FIGS. 5 and 6, rim liner 38
is configured to seat within a recess 40 (shown in dot) provided on
flange members 32a/b and base 30 of rim 22.
[0028] Accordingly, referring now to FIG. 7, rim liner 38 is
generally a ring-shaped body formed to match the contours of the
outer surface of outer ring-shaped member 26 of rim 22. As shown,
rim liner 38 includes a liner base 42 having a profile to
match/cooperate with rim base 30, including drop center 34. Rim
liner 38 also provides a pair of flange extensions 44a/b that
match/cooperate with flange members 32a/b of rim 22. As such, on
installation of rim liner 38 on rim 22, the final diameter of the
resulting rim assembly conforms to industry standard sizing for
rims and tires.
[0029] While recess 40 is detailed above and in the figures as
being provided substantially across the entire outer surface of the
outer ring-shaped member of rim 26, that is on both flange members
32a/b and base 30, in some embodiments, the recess to accommodate
rim liner 38 is limited to the regions defining the original tire
bead/rim interface I. For example, as shown in FIG. 8, rim 22 is
configured to provide a pair recesses 40' that receive rim liner 38
(not shown for clarity). The central region in-between is not
recessed as conformation to a specified industry standard diameter
is less critical along base 30. To reduce localized stresses in rim
liner 38, the transition 46 between the machined and non-machined
areas maybe sloped or tapered, or otherwise provided with a gradual
transition.
[0030] Rim liner 38 is generally provided with a thickness in the
range of 0.5 mm to 1.5 mm, although a thickness above or below this
range may be used. As will be appreciated, recess 40 (40'),
designed to accommodate rim liner 38 is similarly dimensioned so as
to achieve the aforementioned industry standard sizing. As such,
recess 40 (40') will also generally be provided in the range of 0.5
to 1.5 mm deep. For example, in one particular embodiment, where
rim liner 38 is provided with a thickness of 0.8 mm, recess 40
(40') is similarly provided with a depth of 0.8 mm. It will be
appreciated, however that in some embodiments, rim liner 38 may be
provided with a thickness that is either less than, or greater than
the depth defining recess 40 (40').
[0031] Recess 40 (40') provided on rim 22 may be formed through a
post-manufacturing machining process. For example, in the case of
used rims having corrosion at the tire bead/rim interface, the
corrosion may be machined off to provide recess 40 (40') having the
required dimensions to seat rim liner 38 in position. A
post-manufacturing machining process may also be used on newly
manufactured rims so as to achieve recess 40 (40'). In general, the
post-manufacturing machining process is contemplated as an
aftermarket service available for upgrade and/or repair
situations.
[0032] In new installations, for example with an original equipment
manufacturer, while a post-manufacturing machining process may be
used, it may be advantageous and cost effective to incorporate
recess 40 (40') into the initial rim design. As such, newly
manufactured rims are provided with recess 40 (40'), subsequent to
which they are fitted with rim liner 38 to achieve the final end
product having the desire industry standard sizing.
[0033] While the rim liner may be separately formed, for example
through an injection molding process, alternate methods to set the
rim liner in position on the rim may be implemented. For example,
in one embodiment, the rim liner may be applied through a spray-on
process.
[0034] Spray-on application may be achieved through the use of a
variety of suitable spray methodologies, including, but not limited
to thermal spraying. As known in the art, and therefore not
detailed herein, thermal spraying implements a specialized spray
gun or nozzle in which melted or heated material (e.g. polymer) is
sprayed onto a surface. Suitable materials include any of those
detailed above that are compatible with a spray-on application. For
example, the materials may include elastomeric, polymeric or
thermoplastic polyester elastomeric (TPE)-based material having the
desired performance characteristics, such as low permeability.
[0035] Referring now to FIG. 9, shown is a flow diagram detailing
the steps of an exemplary spray-on application of rim liner. At
step 901, a rim to which the rim liner is to be applied is machined
to form the desired recess into which the rim liner is to be
applied. At step 902, the rim is cleaned of any manufacturing oils
or lubricants remaining from the manufacturing and/or preparation
of the recess. At step 903, the rim is chemically and/or
mechanically treated. This treatment increases the surface area of
the rim in the region of the recess, so as to improve adhesion of
the rim liner material to the rim. For example, the rim may be
subject to a mechanical treatment methodology such as shot blasting
in the region of the recess to increase surface area. At step 904,
the rim liner material is applied to the rim, for example through a
thermal spray methodology, to a predetermined thickness. As will be
appreciated, the recess depth, and the exact thickness of the spray
on rim liner is selected so as to achieve industry standard
requirements (e.g. tire/rim seat/bead unseat procedures) and
industry standard sizing.
[0036] In some embodiments, step 903 may be optional, that is it
may be determined that with certain materials, a chemical or
mechanical treatment to increase surface area may not be necessary.
In other embodiments, instead of step 903 the spray-on material may
incorporate a chemical additive that enhances the adhesion
qualities with the rim.
[0037] In other embodiments, an additional step of applying an
adhesive layer may precede the application of the spray-on rim
liner material. For example, shown in FIG. 10 is a flow diagram
detailing the steps of an exemplary spray-on application of the rim
liner, including the application of an adhesive layer. At step
1001, a rim to which the rim liner is to be applied is machined to
form the desired recess into which the rim liner is to be applied.
At step 1002, the rim is cleaned of any manufacturing oils or
lubricants remaining from the manufacturing and/or preparation of
the recess. At step 1003, the rim is chemically and/or mechanically
treated. This treatment increases the surface area of the rim in
the region of the recess, so as to improve adhesion of the rim
liner material to the rim. For example, the rim may be subject to a
mechanical treatment methodology such as shot blasting in the
region of the recess to increase surface area. At step 1004, an
additional adhesive may be applied to the recess to further improve
the bond characteristics between the rim and the spray-on rim
liner. As will be appreciated, suitable adhesives include those
that are compatible with both the metal substrate of the rim, and
the spray-on rim liner material to be applied thereto, thus
enabling a secure bond therebetween. While the additional adhesive
may be a single component system, the adhesive in some cases may in
fact be a multi-layer arrangement. For example, a multi-layer
adhesive may include a first primer layer to be applied directly to
the metal rim substrate, and a second adhesive layer that bonds to
the primer layer. Accordingly, the primer layer is generally
selected on the basis of compatibility with the rim metal
substrate, while the adhesive layer is selected on the basis of
compatibility with both the primer layer, and the rim liner
spray-on material. A range of adhesives (operable with/without
primer layers) are known in the industry to enhance adhesion
between plastics and metals, based on chemical and/or mechanical
bonding. Where necessary, it will be appreciated that the rim may
be subject to additional processing steps, for example heat curing.
At step 1005, the rim liner material is applied to the rim, in
particular on the adhesive layer, for example through a thermal
spray methodology, to a predetermined thickness. As will be
appreciated, the recess depth, and the exact thickness of the spray
on rim liner is selected so as to achieve industry standard
requirements (e.g. tire/rim seat/bead unseat procedures) and
industry standard sizing.
[0038] As previously indicated, in some embodiments, step 1003 may
be optional. Where an adhesive is implemented, it may be determined
that chemical or mechanical treatment to increase surface area may
not be necessary. In other embodiments, instead of step 1003 the
spray-on material may incorporate a chemical additive that enhances
the adhesion qualities with the rim.
[0039] In yet a further alternate embodiment, the rim liner may be
applied to the rim by way of an over-molding process. Referring to
FIG. 11, shown is a flow diagram detailing the steps of an
exemplary over-molding process. As in previous embodiments, at step
1101, the rim is machined to form the desired recess into which the
rim liner is to be applied. At step 1102, the rim is cleaned of any
manufacturing oils or lubricants remaining from the manufacturing
and/or preparation of the recess. At step 1103, the rim is
chemically or mechanically treated. This treatment increases the
surface area of the rim in the region of the recess, so as to
improve adhesion of the rim liner material to the rim. For example,
the rim may be subject to a mechanical treatment methodology such
as shot blasting in the region of the recess to increase surface
area. At step 1104, the machined rim is placed in a suitable mold
tool, designed to provide a void corresponding to the dimensions of
the desired rim liner to be located in the recessed area of the
rim. As will be appreciated, the dimensions of the void, and thus
the resulting thickness of the over-molded rim liner is selected so
as to achieve industry standard requirements (e.g. tire/rim
seat/bead unseat procedures) and industry standard sizing. At step
1105, the appropriate rim liner material is injection molded into
the void, thus forming the over-molded rim liner on the rim. At
step 1106, the rim with over-molded rim liner is released from the
mold tool.
[0040] In some embodiments, step 1103 may be optional, that is it
may be determined that with certain materials, a chemical or
mechanical treatment to increase surface area may not be
necessary.
[0041] It will be appreciated that the over-molding process
detailed above is merely exemplary, as a variety of over-molding
methodologies are known in the art, and may be suitably implemented
to achieve placement of the rim liner on the rim. For example,
alternate over-molding processes may include adaptations of one or
more of the following: transfer molding, compression molding,
and/or blow molding.
[0042] It will be appreciated that in addition to the spray-on and
over-molding processes detailed above, still further alternatives
may be suitably implemented to set the rim liner material in
position on the rim. For example, further alternatives may include
electrostatic coating deposition, as well as specialized
spin-dipping processes.
[0043] While various embodiments according to the present invention
have been described above, it should be understood that they have
been presented by way of illustration and example only, and not
limitation. It will be apparent to persons skilled in the relevant
art that various changes in form and detail can be made therein
without departing from the scope of the invention. Thus, the
breadth and scope of the present invention should not be limited by
any of the above-described exemplary embodiments, but should be
defined only in accordance with the appended claims and their
equivalents. It will also be understood that each feature of each
embodiment discussed herein, and of each reference cited herein,
can be used in combination with the features of any other
combination. All patents and publications discussed herein are
incorporated by reference herein in their entirety.
* * * * *